SGD 2016 - Scenario DEMO#1
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The document outlines a scenario for testing flight data systems using cloned aircraft data. It will involve: 1. Injecting flight, weather, and aeronautical data during the scenario from multiple cloned aircraft flying simulated routes. 2. Operating systems at different locations running at reduced rates during the scenario. 3. Operators communicating via teleconference to coordinate certain operations.
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SGD 2016 - Scenario DEMO#1
- 1. grittiphong@gmail.com 1 1 - 1 - • Data – Flight, weather, and aeronautical data injected on demand during scenario – Use of clones of MNG200 injected at different positions. – Live FAA flight data running at a reduced rate during scenario execution • Operators – Operating systems at Rome, FTB and several remote locations – Will talk via teleconferencing system for certain operations MNG200A 8:00 8:10 8:20 8:30 MNG200B MNG200C MNG200D Scenario Time Scenario ACIDs
- 2. KATL LIMC CM Enroute Over SWIM CM Oceanic Over SWIM DCB Over SWIM MET Over SWIM AIM Over SWIM FOC over SWIM Surface Over SWIM DCB Over SWIM CM Oceanic Over SWIM CM Enroute Over SWIM Surface Over SWIM AIM Over SWIM FOC over SWIM MET Over SWIM 2 2 - 2 -
- 3. NOTAM - 3 -
- 4. SIGMET - 4 -
- 5. NOTAM - 5 -
- 6. - 6 - FPL
- 8. - 8 - TRACKS
- 9. SIGMET - 9 -
- 10. - 10 - FO update
- 13. - 13 -
- 14. - 14 - ARR
- 15. KATL LIMC CM Enroute Over SWIM CM Oceanic Over SWIM DCB Over SWIM MET Over SWIM AIM Over SWIM FOC over SWIM Surface Over SWIM DCB Over SWIM CM Oceanic Over SWIM CM Enroute Over SWIM Surface Over SWIM AIM Over SWIM FOC over SWIM MET Over SWIM 15 15 - 15 -
- 17. NOTAM - 17 -
- 18. METAR - 18 -
- 19. - 19 - FPL
- 20. 20 20 - 20 - DEP
- 21. TRACKS - 21 -
- 22. ABI - 22 -
- 23. SIGMET - 23 -
- 24. - 24 - CPL
- 25. ACP - 25 -
- 27. - 27 - ARR
Editor's Notes
- AU being able to respond to an integrated set of constraints Including downstream FIR planning
- AU being able to respond to an integrated set of constraints Including downstream FIR planning
- AIXM, traced to the AIRM, consistent with ICAO
- A convective SIGMET in Santa Maria airspace will impact this flight with forecast thunderstorms tops up to FL350 along a major fast moving frontal system The SIGMET is published in iWXXM format, which is traced to the AIRM and consistent with ICAO material
- Military Activity Airspace in France's BREST FIR when the flight passes. The D-NOTAM is published in AIXM format, which is traced to the AIRM and consistent with ICAO material
- The FPL will be distributed, validated and approved by both US and EU flow management bodies, in accordance with FF-ICE/1 provisions. DCBs will publish the approved FPL to relevant stakeholders, e.g. SDSS Atlanta and Milan Surface System. All involved downstream operational stakeholders are now aware of the flight. We will see the receipt of the filed flight plan for MNG200 on both ERAM and EuroControl's Network Management Operations Center (NMOC) display (through Jumpstart) We see receipt of the FPL in Milan's Surface System We see receipt of the FPL in SDSS Atlanta The FPL is published in a FIXM format, traced to the AIRM and in accordance with (draft) ICAO FF-ICE/1 provisions.
- AUs (flight following) use the updated actual departure information to ensure the integrity of their ongoing fleet planning activities and support a proactive approach to possible flight re-planning, including anticipation and responses to evolving conditions as we’ll see in a moment. The FIXM information model unambigously provides the semantic and syntactic definitions for the departure times, that are understood both in US and EU systems. Note: In case of questions, we can refer to lessons learned from confusion on estimated vs actual departure times. We see the receipt of the departure message on DCB(NMOC) and FOC(NFO). Also on US systems ERAM? Tobe checked with FAA. We can see this same take-off time [xx:xx] in all systems.
- We can see MNG200 in Washington Center on European (point front right) and on FAA (point to TVs) systems. In actual operations, European systems do not subscribe to US enroute tracks because this continuosly updated information is not operationally relevant to Europe air traffic control. SWIM subscription rules can make it easy to filter out what would otherwise be high bandwidth data. However, just to demonstrate EU-US interoperability, Jumpstart is subscribed to and shows these tracks. The FIXM information model unambigously provides the semantic and syntactic definitions for the departure times and tracks, that are understood both in US and EU systems.
- Next, a SIGMET is published for turbulent weather in ZNY Center.
- ERAM publishes a Flight Object update with the altitude change through it's SWIM interface, which is received by NMOC, and other US systems like the MGV. We can see both the SIGMET and the updated Flight Level on NMOC (viewed through Jumpstart), demonstrating the exchange of both iWXXM and FIXM between the FAA and Eurocontrol.
- We're going to skip ahead again and watch our flight in ZNY Oceanic Center. Next we can see MNG200 on the FAA's New York Oceanic air traffic control system (point to left TV) and on Santa Maria air traffic control system (right front screen). We also see (point Right TV) an FAA Weather Technology in the Cockpit program oceanic research product which is updated every 15 minutes. It depicts the actual convective storm intensity (in shades of green to blue) and the cloud tops (in shades of yellow to red), which were forecasted in the earlier SIGMET (also shown on the display in pink). This weather would have impacted the flight if it flew the initial planned flight route, as opposed to the new route which avoids the severe weather by flying just south of the area where the cloud tops are below the cruising altitude.
- Extended arrival management has been demonstrated during various events. Though entirely based on SWIM standards, it is considered intra-European SWIM and therefore out of scope of the global demonstrations. However, a showcase demonstration will be presented during the SGD event in Rome. The X-AMAN service is currently being standardized by EUROCAE, as a pilot for standardizing based on SWIM principles.
- Our final event in this scenario will be the Arrival Message at Milan. After the flight has completed the landing (touch down, taxi, docking), an arrival message is published by the Milan Surface System. This message is sent to all subscribers including the airline operation center. This message includes the Actual On time (touch down) and the on-block time Here we can see the Milan Surface System Operator preparing for MNG200's arrival and sending the Landing Clearance. On the Milan Surface Sustem we see on the map how MNG200 arrives. TBC After MNG200 has completed the landing (touch down, taxi, docking), an arrival message is published by the Milan Surface System. This message is sent to all subscribers including the airline operation center. This message includes the Actual On time (touch down) and the on-block time as shown here on the NFO tool. Next they submit the Landing Report. The Landing Report automatically generates the Arrival Message with the Actual On Time to be published. The Arrival message is sent to all subscribers including the airline operation center. We see the arrival message on the AOC display (NFO) and can also be viewed on JS. That wraps up our two scenarios that showed how early information dissemination could be used to dynamically adjust flight routes due to changing conditions.
- For this scenario, flight AZA123 is departing Milan-Malpensa Airport bound for Atlanta Hartsfield International Airport. Prior to departure, airspace closures and convective weather will require the flight route to be changed before the flight plan is filed. We will see how constraint data sharing leads to improved traffic management and also how the sharing of boundary coordination messages improves airline situational awareness.
- The AU submits the flight information to European and FAA Demand Capacity Balancing components, in this case Europe's NMOC and FAA's ERAM. Once NMOC approves the plan, it forwards on to EU subscribers such as Milan Surface System (point right front). Also, ERAM forwards the approved flight plan onto other FAA systems such as Atlanta Surface system (point to TV monitors). This flight plan data has been made available through the NextGen and SESAR interoperable environment. We will see the receipt of the filed flight plan for AZA123 on both ERAM and EuroControl's Network Management Operations Center (NMOC) display (point to XXX). We see receipt of the FPL in Milan's Surface System (point to XXX monitor, showing flight tables) We see receipt of the FPL in SDSS Atlanta (point to left XXX, showing flight tables) All involved downstream operational stakeholders are now aware of the flight.
- As we watch AZA123 take-off, the LIMC surface system registers the take-off and sends a notification of the actual take-off and off-block times which are distributed across European and American stakeholders that have subscribed to this information. In this case the result is a shared, global picture (awareness). Actual take-off and off-block times are distributed across European and American stakeholders that have subscribed to this information, including DCB (NMOC and ERAM). We can see this same take-off time [xx:xx] in all systems. Accurate departure times in the Departure Message improves the airline's situational awareness, allowing the dispatchers to take a more proactive approach to flight re-planning, including the ability to anticipate and react to dynamically evolving conditions and events. During climb out we can see the position of AZA123 on a map shortly after take off (both on Jumpstart and TGF)
- First, we see AZA123 in Madrid FIR. Just to demonstrate EU-US ineroperability, MGV and Indra viewer (representing ATC) shows the same information. However, US systems do not subscribe to EU enroute tracks because this continuously updated information is not operationally relevant to American air traffic control. SWIM subscription rules make it easy to filter out what would otherwise be high bandwidth data.
- AZA123C is approximately 30 minutes before the international boundary, and is ready begin the handover process between Santa Maria and New York Oceanic FIR. As already demonstrated in a few other scenarios today, this handover process leverages the existing AIDC protocol. An important benefit to mention here is that there is no need to develop a new protocol. The existing protocol works just fine, the handover messages can simply be transmitted over the SWIM infrastructure in the FIXM standard. AZA123C will appear on New York Oceanic ATOP when the ABI is received from Santa Maria And we can see the receipt of the ABI here on ATOP
- Santa Maria will issue the AIDC CPL message 20 minutes after the ABI. However, just a few minutes after the ABI a SIGMET is published for turbulent weather in New York Oceanic airspace. a few minutes after the ABI a SIGMET is published for turbulent weather in New York Oceanic airspace. Instead of querying, the publish-subscribe allows for a pop-up to the flight following agent as soon as the SIGMET is published. This is demonstrated on JS.
- Next, ATOP acknowledges their acceptance of the CPL handover location and time by publishing the Acceptance or ACP message which we can see on the Santa Maria display. Here again, an airline would value by receiving the ACP to confirm the final handover details. While the flight is in EU airspace, continously updated tracks are published by EU and received by American systems. When the flight approaches the boundary between the Sta Maria FIR and NZY FIR, FIXM based boundary coordination is done. After flight is controlled by NZY ATC, the US published track updates are also received by EU systems. Visualized on JS and on Indra viewer (preference for at least Indra viewer, JS inclusion to be checked with FAA if enough screens to show both)
- Next, ATOP acknowledges their acceptance of the CPL handover location and time by publishing the Acceptance or ACP message which we can see on the Santa Maria display. Here again, an airline would value by receiving the ACP to confirm the final handover details. While the flight is in EU airspace, continously updated tracks are published by EU and received by American systems. When the flight approaches the boundary between the Sta Maria FIR and NZY FIR, FIXM based boundary coordination is done. After flight is controlled by NZY ATC, the US published track updates are also received by EU systems. Visualized on JS and on Indra viewer (preference for at least Indra viewer, JS inclusion to be checked with FAA if enough screens to show both)
- We can see AZA123 now making it's way through New York Oceanic (point to TV monitors) Our final event in this scenario is the arrival into Atlanta.
- After AZA123 has completed the landing (touch down, taxi, docking) , an arrival message is published out by the SDSS/ATL. This message is sent to all subscribers including the airline operation center. This message includes the Actual On time (touch down) and the on-block time. We see the arrival message on the AOC display (Jumpstart) and it can also be viewed on the NFO). We can now see receipt of that Arrival message with the Actual On time on EuroControl's and the airline's tools.